Counterbalanced-piston motor



oct, 9, 192s. 1,686,790

E. H. ,'BELDENv COUNTERBALA'NCED PI STON MOTOR Filed Dep'. 21, 1923 3sheets-sheet 1 Qdi.v 9, 1928; E. H. BELDEN GOUNTERBALAN'CED PIsToN MOTOR3 Sheets-Sheet 2.

Filed Dec. 21, 1923 gwvano/L Edward//Be/den.

www, .5

, E. H. BELDEN COUNTERBALANCED PISTON lMOTOR Filed Dec. 21, 1925 3Sheets-Sheer:l 5

Oct. 9, 1928.

Patented Oct. 9, 1928.Y`

1,686,790- PATENT OFFICE.

EDWARD BELDE'N, OF TOLEDO, OHIO, ASS-IGNOR TO BELDEN PATENTS INCORPO-yRATED, OF TOLEDO, OHIO,y A CORPORATION OF OHIO.

coUN'rnRBALANoED-Pis'roiv Moron.

i Application filed December 21, 1923. Serial No. 682,902'.

My invention relates to an internal coinbustion motor, and moreparticularly to a motor of the two-cycle type having a'charg- Vingcylinder preferably parallel with the working cylinder. l

rlhe object of my invention is vto .provide a compact and eicient motorwhich will operate with a minimum of noise and vibration.

Referring to t-he accompanying drawings, which illustrate a motorembodying .my invent-ion:

Fig. 1 is a side View of a motor, with parts broken away. Fig 2 is atransverse i5 vertical section on the line 2-2 of Fig. 1;

Fig. 3 is a horizontal section on Jthe line 3 3 of Fig. 2. y

Figs. 4 and '5 are diagrammatic views showing diierent positions of theworking parts. .p

A crank case 8 has attached journals 9, 10,

in which is mounted a crank sha'lft 11, having three cranks12, 13, 14.Near the top and to one side of the crank case there Vis mounted aulcrum shaft 15, having pivoted thereon three one'armed levers 16, 17,18.. These levers may be extended past the u'lcruni to bearcounter-balancing weights 16, 17, 18,

but only one arm of each lever -is connected to working parts of themotor. Links 19, 20,

21 connect the cranks to the levers, link 19 being pivoted to lever 16at 22, as shown, and links 2O and 21 being similarly pivoted to levers17 and 18, respectively.

associated parts in connection with each lever, but they are duplicatesand so only those in connection with Vlever 16 will beV described indetail..

' piston 24, connectedby a rod 25 to a pivot 26 on the lever 16 betweenits fulcruin and the pivot 22. An exhaustv port 27 opens from lthe sideof the cylinder ata point where it will be uncovered near the end of theworking stroke of the piston. A head 28 covers the upper end of thecylinder and has a cavity 29 opening Vdirectly into the cylinder.v

' side of and parallel with the working cylinder. The charging cylinderhas therein a .piston 31, connected by a rod 32 to the lever 16 at apoint 33Vniore distant from the ulcrum than the pivot 22, to Vwhich therlhere is a pair of cylinders, pistons, and

A working cylinder v23 has therein av A charging cylinder `30 islocatedl at one crank is connected. An intake port 34 in the side olfthe charging cylinder is connected to any suitable source of fuel' gassupply, and is uncovered by the downward ymovement of the piston. rl"hehead 28 is provided With af check valve 35, urged towards its seat by aspring 36 to prevent the passage of gases from the cavity 29 into thecharging cyl-` inder, while permitting their passage in the otherdirect-ion. n v l Aspark plug 37 is provided forl firing the charge, andis connected to a suitable ignition system, the timer ofwhich isindicated at 38. A water jacket 39 with lead off pipe 40 is. indicated,and maybe of any suitable type. The motor is shown as adapted for use inan automobile, the usual fan belt 41 being indicated las driven by apulley 42 on an ond of the crank shaft, while a fly w-heel 43 is mountedon the other end of the sha-ft and is provided `with 'teeth 44 fordriving parts, suchl as van oil pump located in the casing at 45. Theseand other common teatures of cooling, ignition, oiling, and selfstartingsystems.'y 'y etc., are used with the motor in an automobile, but` neednotA be further described, as they form no part of my invention.

The operation of my motor is as follows:

W-ith the partsk as shown in Fig. 2,.al charge previouslyy compressedwithin the cavity 29and upper end of the working cylinder is ignited bythe spark plug. Return of gases into the charging cylinder is prewvented by check valve 35 so that the full force' of the explosion isexerted in drivingV piston-24 downward. Rod 25, lever 16, rod 32 andypiston 31 necessarily move downward in response to the motion -of piston24. Downward motionof vpiston 31 rarilies any fuelv gases remainingwithin the charging cylinder. llVhen port 27 is uncovered by thedownward movenient'of piston 24, compression within the' workingcylinder isrelievcdA and the products of combustion are VeX- hausted. Inthe meantime, descent of piston 31 has" uncovered port 34 and alloweduelgasesfto rush in and fill the charging.- cylin-g dei'. As the connectedcrank 12 continues fto rotate, the pistonsV are forced back up, drivloovvacuum during the down stroke ot the piston. This high vacuum produces arapid and turbulent inrush ol fuel gases, whereby the charge is morethoroughly and evenly mixed than it Would be with slower move-v ment oi?the gases.

The pivot 26 to which piston 2a is connected oscillates in a path,indicated in Fig. 2 by dotted line e6, which approaches but does notcross the axial line of the Working cylinder 23, indicated in Fig. 2 bydotted line d?. In a similar manner pivot 33, connected to piston 8l,moves in a path, indi* cated on Fig. 2 by dotted line e8, which liesentirely on one side of the axial line of the charging cylinder,indicated on Fig. 2 by dotted line 49. The result is that thrust by thepiston rods always urges the pistons againstv the same Walls of theirrespect-ive cylinders, and does not slap the piston 'from side to sidein the cylinder. llvlhere the cylinder is vertical, it is immaterial, sotar as piston slap is concerned, on Which side oi' the axial line therod remains.

The pressure of the gases being com# ing stroke, and the resultantstresses in the connected joints are in the same direction as thoseproduced by gravity, Which obviates the tendency of slightly loosenedjoints to knock under changing stresses.

If the link rom the crank Were connected to a point on the lever betweenits ulcrum and the pivot to which the Working piston isconnected, thestress of the Working stroke Would tend to raise `the fulcrum end of thelever, but this is obviated by positioning the crank connection 22farther from the fulcrum than the connection 26 ot the Working piston.

The three Working cylinders operate in precisely the same Way, but atintervals evenly dividing each revolution of the crank, resulting in acontinuous overlapping torque on the crank shaft similar to thatresulting fromv the usual arrangement in ra sixecylinder, four-cycleengine. As Will be seen, the a'Xis of the crank is to one side or" theaxes of the Workingv cylinders, and the Working stroke of each pistonoccurs While the crank is on the side of its shaiit nearest the axis ofthe piston.

Vpose.

inder might su'flice, and any desired plural number may be. connected toa crank shaft in any usual or obvious Way. -For some purposes, a valvedintake port near the exit end ol4I the charging cylinder may bev used,

and various other changes Within the scope Y of the appended claims maybe made Without departing trom the spirit ot the invention.

The Weights 16, 17 and 18 lmay be used or not, as desired, and may bemade of proper Weight to accomplish the desired pur- 'lhese Weights haveseveral functions. l prefer to arrange each Weight so its rcenter ofgravity Will be in a line passing through the axis of the fulcrum andthe center oit momentum of the other end of the lever. In calculatingthis center of momentum, the movements ot the connected links should beconsidered. A Weight of proper sizey so arranged `Will balance thestresses exerted on the crank Ycase in starting and stopping the Workingarm ot the lever, as the Weight moves in the opposite direction from thecenter of momentum oi' thel arm.

rllhe Weights have a turtherstead'ying elect similar to that of abalance Wheel. Energy is stored in the Weioht by changing it trom astationary condition to one of maximum motion during the iirst part otthe explosion stroke, When the pressure on the piston is heaviest.` Thisenergy is expended by stopping the motion of the Weight during thelsecond halt of the stroke, When the pressure on the piston is lessening.lnthis Way the effective torce of the Working stroke is more evenlydistributed. likewise, energy is stored in the Weight during the firsthalt' oi the compression stroke,'When the move ment of the piston is butslightly resisted by the gases, and this energy is expended during thesecond halt of the compression stroke, When the compression isgreat-est; As Will be seen, this steadying effect is similar to that ofa balance Wheel, but is not the saine. A balance Wheel has no effectexcept as the speed ont' the crankl shatt changes, and so canl onlydampen the vibrations duel to successive explosions, Whereas the0scillat-ing Weights change their speeds, and so exert their steadyingeffect, regardless ot the Speedo-tl the lcrank shaft. A balance Wheellessens the variation in speed due to successive bloWs of the pistons,'While the Weights change the blows to pushes. A balance Wheel does notlessen, but, if anything, in-` creases the strain to Which the `crankshaft and pitman are subjected, While rthe oscillating Weights lessenthe ystrain ony the crank shaft and pitman at the time the strain isgreatest. For these reasons, the use of the Weights makes possible theuse of lighter crank shaft and pitmans. The Weights increase the strainupon the lever ulcrum,'but

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this is a stationary part which may be made vas strong and heavy asnecessary without y plicationsSerial Nos. 682,011 and 682,001,

filed December 21,. 1923, and I do not claim herein matters which can beclaimed in that application.

I'Vhat I claim is:

1. In Van internal combustion motor, a working cylinder having an openend, a lever fulcrnmed beyond and at one side of said end, the fulcrumbeing at an end of the lever, a charging cylinder parallel with and onthe other side of the working cylinder, pistons in the cylinders, androds connect-ing the pistons to the lever.v y

2. In an internal combustion motor, a working cylinder having an openend, a lever fulcrumed beyondA and at one side of said end, the fnlcrnmbeing at an end of the lever, a charging cylinder parallel with and ontheV other side ofthe working cylinder, pistons in. the cylinders, rodsconnecting the pistons to the lever, a crank shaft, and a linkconnecting a crank on the shatt to ai point on the lever between thepoints at .v

which said roes are attached. v

3. In an internal combustion motor, a verv"cal workingcylinder open atits lower end. a lever fulcrumed below and at one side of said openlend,a charging cylinder parallel with and on the other side of the workingcylinder, pistons in the cylinders, rods connecting the pistons tospaced points on the lever, a crank below the lever and a linkconnecting the crank to a point on the lever between those at which saidrods are attached.

il. In an internaly combustion motor, a working cylinder having an openend, a lever fulcrumed beyond and at one side of said end, the fulcrnmbeing at oneV end of the lever, a charging cylinder parallel with and onthe other side of the working cylinder, there being a port connectingthe closed end` of the working cylinder with the adjacent end of thecharging cylinder, pistons in the cylinders, and rods connecting thepistons to the lever.

5. In an internal combustion motor, a vertical werking cylinder open atits lower ond, a lever fnlcrnmed below and at one side said end, acharging cylinder parallel with and on the other side of the workingcylinder, pistons in the cylinders, and rods connectingthe pistons tothe lever.

G. In an internal combustion motor, a vertical working cylinder, acharging cylinder at one side of and parallel with the working cylinder,pistons in the cylinders, a crank shaft o n the side of the axial lineof the working cylinder distant from the charging cylinder, andconnections between a crank on the shaftA and the pistons whereby thecrank is on the side of the shaft nearest the axial line of the workingcylinder during the working stroke.

'7. .In an internal combustion motor, a plurality of parallel verticalVWorking cylinders having` their axes in the same plane, an associatedequal number of charging cylinders having their axes in a plane parallelto that of the working cylinders, there being a port connecting the topof each working cylinder with its associated charging cylinder, a 'leverbeneath each pair of cylinders, a piston inl each cylinder, rodsconnecting the pistons to the levers, a crank shaft beneath the levers,and links connecting cranks on the shaft to the levers at points betweenthe attachments of the respective working and charging piston rods.

8. In an internal combustion motor of the two-cycle type, a workingcylinder and piston, a charging cylinder and piston, a lever, n

